Speed checking and control mechanisms



March 20, 1934. Q R. CALLAWAY SPEED CHECKING AND CONTROL MEGHANISM INVENTOR C/arewre f?. @a //a mf ATTORN EY5 March 20, 1934. c. R. cALLAwAY 1,951,689

SPEED CHECKING AND CONTROL MECHANISM Filed Nov. 22, 1929 3 Sheets-Sheet 2 Fig a fNvENTOR /rf/fce ff CQ//a way March 2o, 193,4. C, R, CALLAWAY 1,951,689

SPEED CHECKING AND CONTROL MECHANISM Filed NOV. 22, 1929 3 Sheets-Sheet 3 Patented Mar. 20, 1934 UNITED ST SPEED CHECKliNG AND UNTRL MECHANESMS Application November 22, 1929, No. @8,959

8 Claims.

This invention relates to speed checking and control mechanism, such as may be applied to an elevator car gate.

The invention relates more particularly to a` liquid checking mechanism for stopping gradually the movement of a motor impelled member at the end or ends of its path4 of travel, which mechanism may include also means for controlling the speed of such a member intermediate the ends of its path of travel.

In the specific form of the invention shown in which it is applied to an elevator gate, its object is to provide an actuating device for the gate provided with the aforesaid arrangement for checking its movement and regulating the rate of its movement. Furthermore, the object oi this arrangement is to provide for the positive movement of the gate in opening and closing and to so arrange the control means that it may be regulated so that the gate will be brought to rest at the ends of its path of travel at a desired rate.

Another object of the invention is to provide operating mechanism for elevator car gates, so constructed and arranged that Whenever the car is moving the motor for the gate mechanism will be active.

Another object is to provide a mechanism which will close a door automatically but which will permit the arrest of the closing movement at any point in the path of its travel.

Further objects of the invention will appear from the following specification taken in connection with the drawings which form a part of this application, and in which Fig. 1 is a sectional elevation of an elevator car having gate control mechanism thereon constructed in accordance with the invention;

Fig. 2 is a sectional elevation oi the gate control mechanism;

Fig. 3 is a top plan view of the construction shown in Fig. 2, the cover for the casing being removed;

Fig. 4 is an end elevation of the structure shown in Fig. 2;

Fig. 5 is a sectional elevation taken substantially on line 5 5 of Fig. 3;

Fig. 6 is a sectional elevation taken substantially on line 6--5 of Fig. 3;

Fig. 7 is an enlarged sectional elevation showing the valve casing and valve control mechanism for the gear pump which is utilized to control the speed and operation of the gate closure mechanism; i

Fig. 8 is a sectional elevation showing the construction of the nut for operating the valve pistons; and

Fig. 9 is a diagrammatic view showing circuits for the car gate operating motor and elevator car operating motor.

The invention as shown and thus briefly describe consists or" mechanism for moving a gate, controlling its rate of movement, and checking its movement at the ends of its path of travel. The elevator car gate is operated by an electric motor or the type commonly called the torque type, that is, one which may be stalled when energized, without injury, so that the gate movement may be arrested without injury to the motor. The car gate is operatively connected to the motor by means of a driving chain, and means is interposed in the chain drive connection for regulating the rate or" opening and closing the gate and for checking the movement of the gate at its limits of travel. The regulation is effected by means of a gear pump and valves suitably located and regulated to control the passage of oil or other liquid through the pump. The pump is driven by the chain connection between the motor and the gate and the rate of operation of the pump controls the rate oi movement or" the chain, thus regulating the speed of operation of the car gate.

Further details ci the invention will appear from the following description.

In the embodiment oi" the invention illustrated, there is shown an elevator car C having a sliding gate l0 movable to open and closed positions along a guide rail 1l. The car gate is moved by means of a chain l2 having a block 13 secured to the chain and to the gate. The chain l2 is mounted on idler sprockets l5 and 15 disposed near the limits of travel of the car gate. It also passes around a sprocket 17 carried by a shaft 18 of the gear pump control mechanism and around a sprocket 2c mounted on a motor M, being guided by an idler sprocket 22 between the control mechanism and the motor.

The structure described in the foregoing paragraph is mounted on frame work F carried by the car frame and disposed above or on top of the car C.

The bloeit 13 carried by the chain has a roller or lug 25 thereon adapted, when the door is in its closed position, to engage a member 26 of a switch S which is disposed in the control circuits for the elevator car operating motor 105. This switch S is provided for the purpose of preventing the operation of the car unless the car gate is fully closed.

.Il motor limit switch T connected in the cir- Till cuit for the motor M is provided at the opening limit of travel of the gate and is adapted to be engaged by the block 13 when the gate is wide open. This switch is so arranged that when the car gate has been fully opened, it will open the circuit for the motor M. The circuit for the motor M is closed whenever the elevator oar control switch is closed to operate the car in the manner hereinafter described.

The control mechanism for regulating the speed of operation of the chain 12 is constructed as follows: The shaft 18 is mounted in bearings 30 and 31 carried by a casing 32. A sprocket 33 is secured to the rear end of the shaft 18 and is connected by a chain 34 to drive a sprocket 35 mounted on a shaft 36. The shaft 36 is carried by bearings 37 and 38 formed on a pump casing 39 of a gear pump. A gear 40 mounted on the shaft 36 meshes with a gear 41 mounted on a stub shaft 42 below the gear 40. The gear pump operates in the usual well known manner and when rotated in one direction oil or other liquid is drawn in between the teeth of the gears at one side of the pump and is forced out by the gear teeth at the opposite side of the pump, and vice versa.

The pump casing 39 has secured to opposite sides thereof, a pair of T-shaped valve casings X and Y. Each of the casings X and Y has a conduit 45 communicating with the casing 39 of the pump. Each casing also has a vertical cylinder 46 having ports 47 and 48 therein adjacent the upper end thereof. Each of the cylinders 46 has at the bottom thereof a valve cage or casing 50 in which is positioned a ball check valve 51 which controls the port 52 at the bottom of the casing 50. The pump and the valve casings are submerged in a bath of oil or other liquid in a receptacle 90. 91 is a gauge for indicating the oil level.

When the pump is being rotated in one direction, the on or other liquid will be drawn into the pump through one of the valve casings X or Y and will be forced through the pump and into the other valve casing. The emission of the fluid from the valve casing receiving fluid is through the ports 47 and 48. The rate of flow of the uid through the ports 47 and 48 controls the speed of operation of the pump, which in turn co1 trois the rate of movement of the chain by the motor M. Thus the rate of movement of the car gate is positively controlled.

The emission of fluid from the casings X and Y through the ports 47 and 48 is controlled by piston valves 55 having stems 56 slidably mounted in vertically adjustable sleeves 57 which are threaded into the casing 32 and are held in adjusted position by lock nuts 59. The upper end of each stem 56 has a head 60 thereon which limits the downward movement of the stem in the sleeve 57 and is engaged and actuated in a manner hereinafter described by a valve tappet member. Each piston valve 55 is normally held in its uppermost position by a spring 62 disposed in the cylinder 46.

The valves for the casings and Y are controlled in the following manner: The pump drive shaft 18 is threaded, as shown at 65, throughout a portion of its length, and a nut 66 is mounted on the threaded portion of the shaft and is prevented from turning by a downwardly extending rib 67 having a bifurcated lower end 68 which straddles a guide rail 69 carried by the casing 32.

The nut 66 has formed thereon. laterally projecting arms 70 and 71 on which are adjustable set screws 72 and 73 adapted to engage lever mechanism hereinafter described, to actuate the valve stems 56 and valves 55.

The set screw 73 is adapted to engage at one limit of the travel of the nut 66, an arm 75 carried by a sleeve 76 mounted on a fixed spindle 77. The sleeve 76 also has formed thereon or secured thereto, an arm 78 which is positioned above the head 60 of the stem 56 of the valve mechanism Y. Thus, when the door approaches one limit of its travel, the set screw 73 will engage the arm 75 and rotate the sleeve 76, thus actuating the arm 78 and depressing the stem 56 of the valve mechanism Y. The depression of the stem 56 will cause the piston valve 55 to move downwardly to close the ports 47 and 48, thus checking the operation of the pump, and through the operative connections between the pump and the chain, checking the further movement of the chain 12 and the gate 10.

The set screw 72 is adapted at the other limit of the travel of nut 66 to engage an arm 80 of a bell crank lever mounted on a fixed pivot 81, having its other arm 82 connected by a pin and slot connection 83 to a lever 84 mounted on a fixed pivot 35. The opposite end of the lever 84 is positioned to engage the head 60 of the valve stem 56 of the valvel mechanism X. As the lever 84 is actuated in an anti-clockwise direction, viewing Fig. 6, the valve mechanism in the casing X will be closed, thus checking the movement of the door.

The cushioning of the door at its limits of travel can be regulated by adjusting the set screws 72 and 73, thus regulating the operation of the valves 55.

Any desired circuits may be used for the control of the motor M. In Fig. 9 there is .shown a diagram of circuits therefor. 1n this figure there is shown a car switch having a controller handle H movable into engagement with contacts 100 and 101 which control the down and up circuits for the hoisting motor 105. It will be understood that the hoisting motor may be controlled by any other desired system, such as a push button control system, and that this invention is not limited for use in connection with any particular form of elevator control mechanism.

The down control contact 100 is connected to the winding 111 of a down reversing switch D by a wire 110 and the up control contact 101 is connected to the winding 126 of an up reversing switch D by a wire 125.

The car switch lever H is connected to the positive main -j-. The windings 111 and 126 of the reversing switch windings are connected by a wire 112 to a contact 113 of the switch S. The other contact 114 of the switch S is connected by wires 115, 116 and 117 to the negative main It will be obvious that the circuit through the reversing switch windings cannot be closed unless the switch S is closed, and the switch S is closed only when the gate 10 is closed.

The positive main is connected by wires 120 and 121 to contacts of the reversing switches. and the negative main is connected by wires 117 and 116 to other contacts of the reversing switches. The motor 105 is connected to other contacts of the reversing switches in the Usual manner.

In addition to controlling the operation of the car operating motor, the switch H which controls the operation of the car also closes the circuit through the car gate operating motor M whenever the car is operating. This is accomplished in the following manner: Two switches A and B are provided for controlling the closing and lao opening of the car gate. In addition to engaging the car control contacts 106 and 101, the car controller switch I-l also engages the contacts 130 and 131 which are connected by a wire 132 to the winding 133 of the switch A. This winding is connected bya wire 134 to the negative main. Thus, whenever the switch H of the car controller is moved to operate the oar upwardly or downwardly, the winding 133 of the car gate control switch A will be energized, closing this switch. The positive main is connected by a wire 135 to a contact 136 of the switch A. The opposite contact 137 of the switch A is connected by a wire 138 to the car gate control motor M. The other side of the motor 1v1 is connected by a wire 140 to a contact 141 of the switch B, and the opposite contact 142 of the switch B is connected to the negative main. llt will be evident that whenever the switch H of the car controller is moved in either direction to operate the car, the gate control switch A will be closed, thus completing the circuit from the positive main through the switch contacts 136, 137, wire 133, motor lV, wire 140, and contacts 141 and 1fl2 to the negative main.

It will be evident from the foregoing description that if the car gate has not been manually closed, the gate will be automatically closed whenever the car controller or car operating switch is thrown in either direction to operate the car upwardly or downwardly. Furthermore, the car operating motor circuit cannot be closed until the switch S is closed and the switch S is closed only when the door is fully closed. It will also be seen that the circuit through the car operating motor M will be closed whenever the car is operating.

Thus when the switch B is closed, the motor M will rotate in a direction to open the door and will continue this rotation until the door is stopped when the circuit through winding 156 is opened by releasing the push button P, or automatically by the gate opening the switch T.

The circuit through the car gate opening switch B may be controlled in any suitable manner, as

1 by a push button switch P located in the car. The

switch P is connected by a wire 150 to one side 151 of the switch T, the other side 15?I of the switch T being connected by a wire 153 to the wire 121, which in turn is connected to the positive main by the wire 12u. The other side of the switch P is connected by a wire 155 to the winding 156 of the car gate opening switch B, and the other side of the winding 156 is connected by wire 134 to the negative main.

The positive main is connected by the wire 135 to a wire 160, and to switch contact 161 of the switch B, the other contact being connected by wire 162 to the wire 140, which in turn is connected to one side of the motor M.

When the car gate is closed, the actuation of the switch P will close the circuit through the winding 156 and cause the switch B to be actuated. When the switch B is closed, a circuit will be completed from the positive main through wires 135 and 160 to the switch contact 161, through the switch and through wire 162 to the motor M. From the motor M the circuit will pass through the wire 138, contacts 163 and 164 ot switch A, and wires 165 and 166 of the negative main.

` When the door is fully opened, the switch T will be opened, thus breaking the circuit through the push button switch P and winding 156 of the switch B, permitting the switch B to open.

It will also be clear that the rate of movement of the car gate in both directions will be posiively regulated and controlled and that its movement will be checked at its limits of travel to any desired extent. -t is also clear that a passenger may interrupt the movement of the gate as the motor may be stalled without injury. This would be true also if hydraulic or pneumatic motors were used.

By the provision of the fluid pressure controlled braking element 17 in permanent engagement with the movable part 22 of the door operating mechanism, the door may be moved to its fully opened or closed positions without deenergizing the moto-r or breaking the operative connection between the part 12 and the source of power. This is of particular importance in the application of the invention to modern elevators equipped with comparatively heavy sliding sheet metal doors, as distinguished from the old type of light collapsible door having a fixed connection at one side with the body of the elevator. Thus, while movement or the door to its fully closed and opened positions is at all times under the positive control or" the power driven motor, any obstruction in the path of movement of the door will not result in damage to the operating mechanism, or injury to the passenger who may interpose a part oi his person between the car body and the movdoor. Likewise, the opening and closing movements of the door will be properly cushioned to avoid injury to the door structure or the adjacent parts of the car body.

Although one specific embodiment of the invention has been particularly shown and described, it will be understood that the invention may be used for cushioning and stopping other movable bodies, such as elevator cars, as well as for controlling their rate of movement, and that modifications and changes in the construction and in the arrangement of the various cooperating parts may be made to adapt the invention to such other uses without departing from its spirit or scope, as expressed in the following claims.

What I claim is:

1. In combination with power driven mechanism, a shaft having means ixed thereto and engaged by a movable part of said mechanism to rotate said shaft, means for subjecting said shaft to braking resistance, and means for variably regulating the eiective action of said last named means, including a member connected with and actuated by said shaft.

2. In combination with power driven mechanism, a shaft having means iiXed thereto and engaged by a movable part of said mechanism to rotate said shaft, means for subjecting said shaft to braking resistance, and means for variably regulating the effective action of said last named means, including spaced devices each controlling the action of said braking means, and an operating member actuated by said shaft and reciprocated longitudinally thereof to alternately engage and actuate said spaced devices in the movement of said member in opposite directions.

3. In combination with. power driven mechanism, a shaft having means xed thereto engaged by a part of said mechanism to rotate said shaft, iiuid pressure controlled means connected with said shaft to subject the latter to braking resistance, and means Jfor variably regulating the effective action of said last named means, including a member connected with and actuated by said shaft.

t. In an automatic control device for power operated mechanism, a shaft having means for cooperative engagement with a part of said mechanism, means connected with the shaft and responsive to fluid pressure influence to apply braking resistance to the rotation of .said shaft, valves controlling the iiuid pressure resisance to the operation of said last named means, and means for alternately operating said valves by rotation of said shaft in opposite directions to variably regulate the braking resistance, said means including a reciprocal member connected with and actuated oy said shaft.

5. In an automatic control device for power operated mechanism, a shaft having means for co-operative engagement with a part of said `mechanism, fluid pressure controlled means opern able to apply a braking resistance to said shaft, and means for variably regulating the eectve action of said last named means including a inember actuated by said shaft.

6. In an automatic control device for power opn erated mechanism, a shat having means for cooperative engagement with a part of said rnec`nanism, fluid pressure controlled means operable to apply a braking resistance to said shaft, and

means for variably regulating the effective action of said last named means including a reciprocable member connected with and actuated by said shaft.

'7. 1n an automatic control device for power operated mechanism, a shaft having means for cooperative engagement With a part of said mechanism, means for subjecting said shaft to braking resistance, and means for variably regulating the eiective action of said last named means, including a member connected With and actuated by said shaft.

8. In an automatic control device for power operated mechanism, a shaft having means for cooperative engagement With a part of said mechanisin, means for variably regulating the effective action of said last named means, including spaced devices each controlling the action of said braking means, and means actuated by said shaft for operating said regulating means.

CLARENCE R. CALLAVV AY. 

